EP0095132B1 - Verfahren und Einrichtung zur Steuerung von stufenlos regelbaren Getrieben - Google Patents

Verfahren und Einrichtung zur Steuerung von stufenlos regelbaren Getrieben Download PDF

Info

Publication number
EP0095132B1
EP0095132B1 EP83104861A EP83104861A EP0095132B1 EP 0095132 B1 EP0095132 B1 EP 0095132B1 EP 83104861 A EP83104861 A EP 83104861A EP 83104861 A EP83104861 A EP 83104861A EP 0095132 B1 EP0095132 B1 EP 0095132B1
Authority
EP
European Patent Office
Prior art keywords
indicative signal
reduction ratio
lock
actual
generating
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP83104861A
Other languages
English (en)
French (fr)
Other versions
EP0095132A1 (de
Inventor
Yoshikazu Tanaka
Hiroyuki Hirano
Keiju Abo
Haruyoshi Kumura
Sigeaki Yamamuro
Yoshiro Morimoto
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Publication of EP0095132A1 publication Critical patent/EP0095132A1/de
Application granted granted Critical
Publication of EP0095132B1 publication Critical patent/EP0095132B1/de
Expired legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
    • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/06—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type
    • F16H47/065—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type the mechanical gearing being of the friction or endless flexible member type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F16H61/66254—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling
    • F16H61/66259—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling using electrical or electronical sensing or control means

Definitions

  • the present invention relates to a method and an apparatus for controlling a continuously variable transmission, and more particularly to a method and an apparatus for controlling a lock-up clutch of a hydrodynamic device of a continuously variable transmission of an automotive vehicle.
  • hydrodynamic device is used herein to refer to a fluid coupling and a torque converter.
  • a lock-up clutch is engaged at vehicle speeds above a relatively low vehicle speed value for better fuel economy by eliminating a power loss due to slip in the hydrodynamic device, and the engagement of the lock-up clutch is released only in low vehicle speed operating range in order to prevent the occurrence of unpleasant vibrations at low speeds, and to secure a traction force great enough for moving the vehicle from standstill, then the acceleration performance is not satisfactory because the hydrodynamic device is maintained in its engaged condition even when the transmission is to shift down to a large reduction ratio to meet a rapid acceleration demand. The engine cannot increase its speed promptly for greater torque.
  • the method for controlling a motor vehicle according to the preamble part of claim 1 is based on DE-A-2 947 658, while the apparatus for controlling a continuously variable transmission according to the preamble part of claim 6 is based on FR-A-2 464 853.
  • An object of the present invention is to provide a method and an apparatus for controlling a continuously variable transmission including a hydrodynamic device with a lock-up clutch wherein the engine is allowed to increase its speed for greater torque when a rapid acceleration is needed.
  • an object of the present invention is to allow the engine to increase its speed by disengaging temporarily the lock-up clutch upon detecting a state wherein a rapid downshift is needed to meet a rapid acceleration demand.
  • a torque converter 12 (which may be replaced with a fluid coupling) includes a pump impeller 4, a turbine runner 6, a stator 8 and a lock-up clutch (lock-up device) 10.
  • the lock-up clutch 10 is connected to the turbine runner 6 in an axially slidable manner and cooperates with a member (converter shell) 4a coupled with the engine output shaft 2 integral with the pump impeller 4 to define a lock-up clutch oil chamber 14.
  • the lock-up clutch 10 operates such that when the oil pressure within the lock-up clutch oil chamber 14 becomes lower than that within the interior of the torque converter 12, the lock-up clutch 10 is pressed against the member 4a by the pressure difference to come into a unitary rotation therewith.
  • the turbine runner 6 is splined to one end of a drive shaft 22 which is rotatably supported by a case 20 via bearings 16 and 18.
  • a drive pulley 24 Arranged on the drive shaft 22 between the bearings 16 and 18 is a drive pulley 24.
  • the drive pulley 24 comprises an axially fixed conical disc 26 secured to the drive shaft 22 and an axially movable conical disc 30 which is so disposed as to face the axially fixed conical disc 26 to define a V-shaped pulley groove therebetween and which is controllably movable in an axial direction of the driven shaft 22 in response to an oil pressure created within a drive pulley cylinder chamber 28 (see Fig. 3).
  • an annular member 22a is fixed to the drive shaft 22 and so disposed as to engage the driven pulley 34 (see Fig. 3).
  • the drive pulley 24 is drivingly connected to a driven pulley 34 via a V-belt 32.
  • the V-belt 32 runs over the drive pulley 24 and the driven pulley 34.
  • the driven pulley 34 is arranged on a driven shaft 40 which is rotatably supported by the case 20 via the bearings 36 and 38.
  • the driven pulley 34 comprises an axially fixed conical disc 42 secured to the driven shaft 40 and an axially movable conical disc 46 which is so disposed as to face the fixed conical disc 42 in such a manner as to define a V-shaped pulley groove and which is controllably movable in an axial direction of the driven shaft 40 in response to an oil pressure created in a driven pulley cylinder chamber 44 (see Fig. 3).
  • an annular member 40a is fixed to the driven shaft 40 to limit the movement of the axially slidable conical disc 46 so as to define the maximum width of the V-shaped pulley groove.
  • the axially fixed conical disc 42 is drivingly connectable via a forward drive multiple disc clutch 48 to a forward drive gear 50 rotatably supported on the driven shaft 40, this forward drive gear being in mesh with a ring gear 52.
  • Fixedly mounted to the driven shaft 40 is a reverse drive gear 54 which is in mesh with an idler gear 56.
  • the idler gear 56 is drivingly connectable via a reverse drive multiple disc clutch 58 to an idler shaft 60 which has fixed thereto another idler gear 62 that is in mesh with the ring gear 52.
  • the idler gear 62, idler shaft 60 and reverse drive multiple disc clutch 54 are illustrated in positions displaced from the actual positions thereof for ease of illustration, the idler gear 62 and ring gear 52 are shown as out of mesh with each other.
  • the ring gear 52 has attached thereto a pair of pinion gears 64 and 66.
  • a pair of axle or output shafts 72 and 74 are coupled with side gears 68 and 70, respectively, which are in mesh with the pinion gears 64 and 66 to cooperate to form a differential 67.
  • the axle shafts 72 and 74 are supported via bearings 76 and 78, respectively, extend outwardly of the case 20 in the opposite directions and are connected to road wheels (not shown), respectively. As viewed in Fig.
  • an oil pump 80 of the internally toothed gearing type which serves as a source of oil pressure, this oil pump 80 being driven by the engine output shaft 2 via an oil pump drive shaft 82 extending through the hollow driven shaft 22.
  • Rotary power fed from the engine output shaft 2 is transmitted via the torque converter 12, drive shaft 22, drive pulley 24, V-belt 32, driven pulley 34 to driven shaft 40 and in the case the forward multiple disc clutch 48 is engaged, with the reverse drive multiple disc clutch 58 released, the rotation of the shaft 40 is transmitted via the forward drive gear 50, ring gear 52 and differential 67 to the axle shafts 72 and 74 to rotate them in the forward rotational direction, whereas, in the case the reverse drive multiple disc clutch 58 is engaged with the forward drive multiple disc clutch 48 released, the rotation of the shaft 40 is transmitted via the reverse drive gear 54, idler gear 56, idler shaft 60, idler gear 62, ring gear 52 and differential 67 to the axle shafts 72 and 74 to rotate them in the reverse rotational direction.
  • the ratio between the rotation of the drive pulley 24 and that of the driven pulley 34 may be varied by moving the axially movable conical disc 30 of the drive pulley 24 and the axially movable conical disc 46 of the driven puller 34 in an axial direction so as to change the radii of the diameter contacting with the V-belt 32.
  • the torque converter serves as a torque multipler or serves as a fluid coupling but, since it has the lock-up clutch 10 as attached to the turbine runner 6, the torque converter 12 can establish a direct mechanical connection between the engine output shaft 2 and driven shaft 22 when the lock-up clutch oil chamber 14 is drained, thus pressing the lock-up clutch 10 against the member 4a integral with the pump impeller 4.
  • the control system comprises an oil pump 80, a line pressure regulator valve 102, a manual valve 104, a shift control valve 106, a lock-up valve 108, a shift motor 110, and a shift operating mechanism 112.
  • the oil pump 80 which is driven by the engine output shaft 2 draws off the oil from the tank 114 and discharges the oil under pressure into the oil conduit 116.
  • the oil conduit 116 leads to ports 118d, 118fand 118g of the line pressure regulator valve 102 where the oil is regulated to generate a pressure oil under line pressure. This pressure oil is hereinafter referred to as a line pressure.
  • the oil conduit 116 communicates with a port 120b of the manual valve 104 and a port 122c of the shift control valve 106.
  • the manual valve 104 has a valve bore 120 with five ports 120a, 120b, 120c, 120d and 120e, and a spool 124 having thereon two lands 124a and 124b slidably disposed in the valve bore 120.
  • the spool 124 is actuated manually by a shift lever (not shown) between five detent positions or shift positions for P range, R range, N range, D range and L range.
  • the port 120a is permitted to communicate not only with a port 120d via an oil conduit 126, but also with a cylinder chamber 58a of the reverse drive multiple disc clutch 58.
  • a port 120c is permitted to communicate not only with a port 120e by an oil conduit 130, but also with a cylinder chamber 48a of a forward drive multiple disc clutch 48.
  • the port 120b communicates with the oil conduit 116 to receive the line pressure therein.
  • the port 120b supplied with the line pressure is covered by a land 124b, so that the cylinder chamber 58a of the reverse drive multiple disc clutch 58 and the cylinder chamber 48a of the forward drive multiple disc clutch 48 are drained via the oil conduit 126 and ports 120d and 120e.
  • the port 120b is permitted to communicate with the port 120a by a groove between the lands 124a and 124b so as to permit the line pressure to communicate with the cylinder chamber 58a for the reverse drive multiple disc clutch 58, whereas, the cylinder chamber 48a of the forward drive multiple disc clutch 48 is left drained via the port 120e.
  • the port 120b is disposed between the lands 124a and 124b and is prevented from communicating with the other ports, thus the cylinder chamber 58a of the reverse drive multiple disc clutch 58 and the cylinder chamber 48a of the forward drive multiple disc clutch 48 are drained via the port 120a and port 120e in a similar manner to the case when the spool is set in P range.
  • the port 120b is permitted to communicate with the port 120c via the groove between the port 120b and 120c so that the line pressure is supplied to the cylinder chamber 48a of the forward multiple disc clutch 48, whereas, the cylinder chamber 58a of the reverse drive clutch 58 is drained via the port 120a. Therefore, when the spool 124 is set in P range or N range, both the forward drive multiple disc clutch 48 and the reverse drive multiple disc clutch 58 are released to interrupt the transmission of power, thus preventing the rotation of output shafts 72 and 74. When the spool 124 is set in R range, the reverse drive multiple disc clutch 58 is engaged so as to drive the axle shafts 72 and 74 in the reverse rotational direction.
  • the line pressure regulator valve 102 comprises a valve bore 118 with eight ports 118a, 118b, 118c, 118d, 118e, 118f, 118g and 118h; a spool 132 having thereon four lands 132a, 132b, 132c, and 132d, and a spring 133c disposed on the lefthand side of the spool 132; and a spring seat 134 fixed relative to the valve bore 118 by a pin 135. It is to be noted that the land 132d on the righthand end of the spool 132 is smaller in diameter than the middle lands 132a, 132b and 132c. A vacuum diaphragm 143 is arranged on the inlet of the bore 118.
  • the vacuum diaphragm 143 is constructed of two parts 136a and 136b which clamp therebetween a diaphragm 137 and cooperate with each other to form a casing 136.
  • the casing 136 is divided by the diaphragm 137 into two chambers 139a and 139b. Attached by a fixer 137a to the diaphragm 137 is a spring seat 137b with which a spring 140 is disposed in the chamber 139a biasing the diaphragm 137 to the right.
  • the intake manifold vacuum is introduced into the chamber 139a via a port 142, while the other chamber 139b is vented to the atmosphere via a port 138.
  • a rod 141 Arranged between the diaphragm 137 of the vacuum diaphragm 143 and the spool 132 is a rod 141 extending through the spring seat 134 so as to apply a rightwardly directed bias force to the spool 132.
  • the arrangement is such that this bias force increases as the intake manifold vacuum decreases or becomes small. That if, if the intake manifold vacuum is small (i.e., if the intake manifold vacuum is near the atmospheric pressure), a large rightwardly directed force by the spring 140 is applied to the spool 132 through the rod 141 since a difference in pressure between the chambers 139a and 139b is small and thus the leftwardly directed force caused by this pressure difference and applied to the diaphragm 137 is small.
  • the force applied to the spool 132 becomes small since the leftwardly directed force caused by the pressure difference between the chambers 139a and 139b becomes large and thus the rightwardly directed force by the spring 140 decreases correspondingly.
  • the ports 118d, 118f and 118g of the line pressure regulator valve 102 are supplied with the oil under pressure from the oil pump 80, and the inlet to the port 118g is provided with an orifice 149.
  • the ports 118a, 118c and 118h are at all times drained, and the port 118e is connected by an oil conduit 144 with the torque converter inlet port 146 and also with the ports 150c and 150d of the lock-up valve 108, and the port 118b is connected by an oil conduit 148 with the port 150b of the lock-up valve 108 and also with the lock-up clutch oil chamber 14.
  • the oil conduit 144 is provided with an orifice 145.
  • the spool 132 effects pressure regulation to provide the line pressure at the port 118d by adjusting the amount of drainage oil passing from the ports 118f and 118d to the respective ports 118e and 118c (i.e., first of all the oil is drained from the port 118f to the port 118e and, if more drainage is demanded, the oil is drained from the port 118d to the port 118c) until the rightwardly directed forces balance with the leftwardly directed force.
  • the line pressure increases as the engine intake manifold vacuum drops and it increases as the oil pressure building up in the port 118b (i.e., the same pressure as in the lock-up clutch oil chamber 14) increases.
  • the torque converter 12 is in a non lock-up state and serves as a torque multiplier.
  • the variation in the line pressure in this manner meets the actual demands, i.e., the line pressure must be increased to increase a bracing force with which each of the pulleys 24 and 34 are biased against the V-belt 32 in response to an increase in the torque to be transmitted via the pulleys which increases as the engine load increases, i.e., as the intake manifold vacuum decreases, and besides the line pressure must be increased to increase the torque to be transmitted via the pulley as the multiplication of torque by the torque converter 12 increases.
  • the shift control valve 106 has a valve bore 122 with five ports 122a, 122b, 122c, 122d and 122e, and a spool 152 slidably disposed in the valve bore 122 and having thereon four lands 152a, 152b, 152c and 152d.
  • the center port 122c communicates with the oil conduit 116 and is supplied with the line pressure
  • the left port 122b and the right port 122d communicate via respective conduits 154 and 156 with the drive pulley cylinder chamber 28 of the drive pulley 24 and the driven pulley cylinder chamber 44 of the driven pulley 34. Both of the end ports 122a and 122e are drained.
  • the left end of the spool 152 is linked to a substantially middle portion of the lever 160 of the later-mentioned shift operating mechanism 112.
  • the width of each of the lands 152b and 152c is set slightly shorter than the width of the respective ports 122b and 122d, and the distance between the lands 152b and 152c is set substantially the same as that between the ports 122b and 122d.
  • a portion of the line pressure supplied via the port 122c to the oil chamber between the lands 152b and 152c is allowed to pass through a clearance formed between the land 152b and the port 122b to flow into an oil conduit 154, but the remaining portion thereof is allowed to pass through another clearance formed between the land 152b and the port 122b to be drained, so that the pressure within the oil conduit 154 is determined depending upon the ratio between the areas of the above-mentioned clearances.
  • the pressure within the oil conduit 156 is determined depending upon the ratio of the areas of clearances formed between the edges of the land 152c and the port 122d.
  • the spool 152 is disposed in the center position, the relationship of the land 152b with the port 122b becomes equal to that of the land 152c with the port 122d, thus causing the pressure in the oil conduit 154 to become equal to that in the oil conduit 156.
  • the clearance of the port 122b on the line pressure side increases and the clearance thereof on the drain side decreases, thus allowing the pressure in the oil conduit 154 to increase accordingly, whereas, the clearance of the port 122d on the line pressure side decreases and the clearance thereof on the drain side increases, thus causing the pressure in the oil conduit 156 to decrease accordingly.
  • the lever 160 of the shift operating mechanism 112 which lever is pin connected at its middle portion with the spool 152 of the shift control valve 106, has its one end received in an annular groove 30a formed in the axially movable conical disc 30 of the drive pulley 24 and has its opposite end pin connected with the sleeve 162.
  • the sleeve 162 is internally threaded to mesh with the thread formed on the shaft 168 which is rotatable by the shift motor 110 via the gears 164 and 166.
  • the shift motor 110 is controlled by a control unit 300 which is described later in more detail in connection with Fig. 4.
  • the lock-up valve 108 comprises a valve bore 150 formed with four ports 150a, 150b, 150c and 150d, a spool 170 having two lands 170a and 170b, a spring 172 biasing the spool 170 rightwardly, and a lock-up solenoid 200 provided in the oil conduit communicating with the port 150d.
  • the port 150a is drained.
  • the port 150d communicates via an oil conduit 148 with the port 118b of the line pressure regulator valve 102 and also with the lock-up clutch oil chamber 14 within the torque converter 12.
  • the ports 150c and 150d are connected with each other via an orifice 201.
  • a branch oil conduit 207 is formed between the port 150d and the orifice 201.
  • the branch oil conduit 207 opens via an orifice 203 and has its outlet to be closed or opened by the lock-up solenoid 200 in response to on state thereof or off state thereof.
  • the size of the orifice 203 is greater than that of the orifice 201.
  • the spool 170 is moved in the rightward direction by the rightwardly directed force by the spring 172 and the port 150b is allowed to communicate with the port 150c since the oil pressure at the port 150d drops due to uncovering of the outlet of the branch oil conduit 207 (the portion of the oil conduit 144 which is subjected to this drop in pressure is confined to a portion between the orifice 201 and the port 150d leaving the remainder of the oil conduit 144 unaffected to this pressure drop owing to the provision of the orifice 201) and this causes the force biasing the spool 170 to the left to disappear.
  • the oil conduit 148 is allowed to communicate with the oil conduit 144, applying the same oil pressure as that applied to the torque converter inlet port 146 to the lock-up clutch oil chamber 14, causing the pressures on the both sides of the lock-up clutch 10 to become equal to each other, resulting in the release of the lock-up clutch 10.
  • An orifice 174 is provided in the inlet of the port 150c and another orifice 178 is provided in the drain oil conduit connected with the port 150a.
  • the orifice 178 is provided to prevent rapid drainage of the oil pressure from the lock-up clutch oil chamber 14 so as to alleviate a shock upon shifting into the lock-up state, whereas, the orifice 174 is provided in the oil conduit 144 to permit a gradual increase in oil pressure within the lock-up oil chamber 14 so as to alleviate a shock upon release from the lock-up state.
  • the torque converter outlet port 180 communicates with the oil conduit 182 which is provided with a relief valve 188 including a ball 184 and a spring 186 and thus, with this relief valve, the pressure within the torque converter 12 is maintained within normal operating pressure range.
  • the oil downstream of the relief valve 188 is introduced by an oil conduit 190 to an oil cooler and a lubricant circuit, both being unillustrated, and is finally drained, whereas, an excessive oil is drained by another relief valve 192, the thus drained oil being returned finally to a tank 114.
  • the shift motor 110 is a stepper motor and thus referred hereinafter to as the stepper motor.
  • the control unit 300 receives input signals from an engine revolution speed sensor 301, a vehicle speed sensor 302, a throttle opening degree sensor 303, a shift position switch 304, a shift reference switch 240, an engine coolant temperature sensor 306, and a brake sensor 307.
  • the engine revolution speed sensor 301 detects an engine revolution speed by measuring the number of ignition spark pulses of the engine per unit time
  • the vehicle speed sensor 302 detects a vehicle speed by measuring the revolution of the output shaft of the continuously variable transmission.
  • the throttle opening degree sensor 303 detects the engine load by measuring the engine throttle opening degree, and generates an electric voltage signal.
  • the throttle opening degree sensor 303 may be replaced with an intake manifold vacuum sensor or a fuel flow rate sensor.
  • the shift position switch 304 detects which one of the range positions, namely, P range, N range, D range, and L range, is selected by the manual valve 104.
  • the shift reference switch 240 is turned on when the sleeve 162 of the shift operating mechanism 112 assumes a position corresponding to the largest reduction ratio.
  • the shift reference switch 240 is disposed such that it is turned on when the sleeve 162 is moved to the rightward limit position viewing in Fig. 3.
  • the engine coolant temperature sensor 306 generates a signal when the engine coolant temperature is lower than a predetermined value.
  • the brake sensor 307 detects whether or not the vehicle brake is actuated.
  • the sensor output signals generated by the engine revolution speed sensor 301 and vehicle speed sensor 302 are sent to an input interface 311 after passage through wave shapers 308 and 309, respectively.
  • the electric voltage from the throttle opening degree sensor 303 is converted by an analog-digital (A/D) converter310 into a digital signal before being sent to the input interface 311.
  • the shift control unit 300 comprises a reference pulse generator 312, a CPU (Central Processor Unit) 313, a ROM (Read Only Memory) 314, a RAM (Random Access Memory) 315, and an output interface 316, which are linked with each other by an address bus 319 and a data bus 320.
  • the reference pulse generator 312 generates reference pulses with which the CPU 313 is actuated.
  • the ROM 314 stores programs necessary for controlling the stepper motor 110 and lock-up solenoid 200 and data necessary for controlling them.
  • the RAM stores various parameters necessary for processing information from each of the sensors and switches and parameters necessary for controlling the stepper motor 110 and lock-up solenoid 200.
  • Output signals from the control unit 300 are sent to the stepper motor 110 and lock-up solenoid 200 via respective amplifiers 317 and 318.
  • the control may be divided into two routines, one being a lock-up solenoid control routine 500, the other being a stepper motor control routine 700.
  • the lock-up solenoid control routine 500 is shown in Figs. 5(a) and 5(b).
  • the lock-up solenoid control routine 500 is executed once per a predetermined period of time. Thus, the execution of the following routine is repeated after a short period of time.
  • a throttle opening degree signal TH indicative of the engine load is obtained from the throttle opening degree sensor 303 in step 501, then a vehicle speed indicative signal V is obtained from the vehicle speed sensor 302 in step 503 and after that a shift position indicative signal is obtained from the shift position switch 304 in step 505.
  • step 507 A determination is made in step 507 whether any one of the P range, N range and R range is selected, and if the determination result reveals that the p range or N range or R range is selected, the lock-up solenoid 200 is deactuated (off state) in step 567 and then, in step 569, the present state of the lock-up solenoid 200 is stored in terms of a lock-up solenoid operating state data in the RAM 315 before the program returns to START of the routine 500. It will now be understood that as long as the P range or N range or R range is selected, the lock-up solenoid 200 is not energized and thus the torque converter 12 is in the non lock-up state.
  • step 507 determines whether D range is selected or not in step 1707. If the D range is selected, a D range shift pattern retrieval routine is executed in step 1720.
  • the D range shift pattern retrieval routine 1720 provides a pulse number ND for the stepper motor which corresponds to the present throttle opening degree TH and vehicle speed V, but since it is quite the same as a later describe D range shift pattern retrieval routine 720 (Fig. 10), the detailed description thereof is not made here. If, in the step 1707, the D range is not selected, a L range shift pattern retrieval routine is executed in step 1740.
  • the L range shift pattern retrieval routine 1740 is basically the same as the D range shift pattern retrieval routine 1720 but the data stored therein are different pulse numbers (this difference being described later).
  • the program After retrieving a desired pulse number ND for the stepper motor in step 1720 or 1740 (although the pulse number data retrieved in step 1740 is NL, it is also represented by ND in the following description).
  • the program does to a step 1503 wherein an actual pulse number NA is obtained which represents the present position of the stepper motor.
  • a difference As between the actual pulse number NA and the desired pulse number ND is computed by subtracting ND from NA in step 1505 and a determination is made whether As is greater than or equal to a predetermined positive value S1 or not in step 1507.
  • the program goes to a step 567 to deactuate the lock-up solenoid 200. As a result, the engagement of the lock-up clutch is released. If the differences AS is less than S1, the lock-up solenoid operating state data (whether being actuated or not actuated) in the preceding routine is obtained from the corresponding address in the RAM 315 in step 509. Then, a determination is made in step 511 whether the lock-up solenoid 200 was actuated (in the on state) or not in the preceding routine.
  • step 520 relating to a vehicle speed value (a lock-up on vehicle speed value Von) above which the lock-up solenoid 200 is to be actuated.
  • the data retrieval routine 520 is described in connection with Figs. 6, 7 and 8.
  • Lock-up on vehicle speed data Von such as, Vonl-Von6, are stored in the ROM 314 for the throttle opening degrees as shown in Fig. 6. Referring to Fig.
  • a reference throttle opening TH * is given a zero value in step 521 which corresponds to idle state and then an address i for the ROM 314 is given a number i1 corresponding to the number zero of the reference throttle opening degree TH * (in step 522). Then, the actual throttle opening degree TH is compared with the reference throttle opening degree TH * (in step 523). If the actual throttle opening degree TH is smaller than or equal to the reference throttle opening degree TH * , the number i1 gives an address in the ROM 314 where an optimum lock-up on vehicle speed data Von corresponding to the actual throttle opening degree TH is stored and the lock-up on vehicle speed data Von is obtained from the address given by the number i1 (in step 526).
  • the program returns to the step 523 again where the actual throttle opening degree TH is compared with the reference throttle opening degree TH * .
  • the number of the address i in the ROM 314 is given where a lock-up on vehicle speed data Von corresponding to the actual throttle opening degree TH is stored. Then, the lock-up on vehicle speed data Von is obtained from the address i.
  • the lock-up on vehicle speed data Von is compared with the actual vehicle speed V (in step 561) and if the actual vehicle speed V is higher than or equal to the lock-up on vehicle speed Von, then the lock-up solenoid 200 is actuated (in step 563), whereas if the relationship is reversed the lock-up solenoid 200 is not actuated (in step 567), and then operating state data indicating actuating state or deactuating state is stored in the RAM 315 (in step 569).
  • step 511 If, in the step 511, the lock-up solenoid 200 was found to be actuated in the preceding routine, a retrieval routine for vehicle speed data Voff (a lock-up off vehicle speed) below which the lock-up is to be released is executed (in step 540).
  • This data retrieval routine 540 is substantially the same in operation as the data retrieval routine 520 for lock-up on vehicle speed data Von (only difference being in the stored data as follows) and therefore the explanation thereof is omitted.
  • the lock-up on vehicle speed data Von and the lock-up off vehicle speed data Voff have the relationship as shown in Fig. 8.
  • the relationship Von>Voff provides a hysterisis. This prevents the occurrence of hunting of the lock-up solenoid 200.
  • the lock-up off vehicle speed data Voff which has been retrieved in the step 540 is compared with the actual vehicle speed V in step 565, and if the vehicle speed V is higher than or equal to the lock-up off vehicle speed Voff, the lock-up solenoid 200 is actuated in step 563. If V is lower than Voff, the lock-up solenoid 200 is deactuated in step 567. Then the lock-up solenoid operating state indicative data is stored in the RAM 315 before the program returns to START.
  • the torque converter 12 is rendered to operate in the lock-up state when the vehicle speed is higher than the lock-up on vehicle speed, whereas it is rendered to operate in the non-lock state when the vehicle speed is lower than the lock-up off vehicle speed Voff, and the non lock-up state is maintained irrespective of the actual vehicle speed whenever a rapid down shifting is needed.
  • stepper motor control routine 700 for the stepper motor 110 will be explained in connection with Figs. 9(a) and 9(b).
  • the stepper motor control routine 700 is executed once per a predetermined period time. Thus, the execution of the following routine is repeated after a short period of time.
  • the solenoid operating state data which was stored in the step 569 (see Fig. 5) of the lock-up solenoid control routine 500 is obtained in step 698 (see Fig. 9(a)), and a determination is made of the lock-up state in step 699.
  • step 699 the lock-up solenoid 200 is actuated, the throttle opening degree TH is obtained from the throttle opening degree sensor 303 in step 701, then the vehicle speed V is obtained from the vehicle speed sensor 302 in step 703, and after that the shift position is obtained from the shift position switch 304 (in step 705). Subsequently, a determination is made whether the present shift position is the D range in step 707. If the present shift position is the D range, a D range shift pattern data retrieval routine is executed in step 720.
  • the D range shift pattern data retrieval routine in step 720 provides a desired optimum reduction ratio indicative signal.
  • the desired reduction ratio indicative signal represents a desired optimum reduction ratio for the detected operating condition of the automotive vehicle and is expressed in terms of a number of pulses ND which is hereinafter called as a stepper motor pulse number.
  • the D range shift pattern data retrieval routine is executed in a manner illustrated in Fig. 10.
  • the stepper motor pulse number data ND are stored in the ROM 314 in a matrix shown in Fig. 11.
  • the vehicle speed values are arranged along the lateral axis and the throttle opening degree values are arranged along the vertical axis (the vehicle speed increases toward the right in Fig. 11 and the throttle opening degree increases toward the bottom in Fig. 11).
  • a reference throttle opening degree TH' is given a zero value which corresponds to idle state in step 721 and an address j of the ROM 314 where a stepper motor pulse number data which corresponds to zero throttle opening degree is given a number j' in step 722.
  • the actual throttle opening degree TH is compared with the reference throttle opening degree TH' in step 723. If the actual throttle opening degree TH is greater than TH', the reference throttle opening degree TH' is increased by ATH' in step 724 and the address j is increased by a predetermined amount Aj in step 725.
  • the actual throttle opening degree TH is compared with the reference throttle opening degree TH' again (in step 723), and if the actual throttle opening degree TH stays greater than TH', the steps 724, 725 and 723 are repeated.
  • the number j corresponding to the actual throttle opening degree TH is given when the actual throttle opening degree TH becomes equal or smaller than the reference throttle opening degree TH'.
  • steps 726, 727, 728, 729 and 730 are executed in relation to vehicle speed V.
  • the number k is given which corresponds to the actual vehicle speed V.
  • the number k thus given is combined with the number j in step 731, thus producing an address corresponding to a set of the actual throttle opening degree TH and the actual vehicle speed V, and the stepper motor pulse number data ND is obtained from this address in step 732.
  • the pulse number data ND thus obtained shows a desired stepper motor pulse number to be given for the actual throttle opening degree TH and the actual vehicle speed V.
  • the D range shift pattern data retrieval routine 720 ends with the step of retrieving the pulse number data ND before the program returns to START.
  • the L range shift pattern data retrieval routine is substantially similar to the D range shift pattern data retrieval routine 720 except that the stepper motor pulse number data NL are different from the stepper motor pulse number data ND (the difference between the pulse number data ND and NL will be described hereinafter) and are stored at different addresses in the ROM 314. A detailed explanation thereof is, therefore omitted.
  • the R range shift pattern data retrieval routine 760 is substantially similar to the D range shift pattern data retrieval routine 720 except that different stepper motor pulse number data NR are stored and thus a detailed explanation thereof is omitted.
  • a shift reference switch data is obtained from the shift reference switch 240 in step 778 and then a determination is made whether the shift reference switch 240 is in the on- state or the off-state in step 799.
  • the shift reference switch data indicates whether the shift reference switch 240 is turned on or off. If the shift reference switch 240 is in the off state, the actual stepper motor pulse number data NA is retrieved from the RAM 315 in step 781. This pulse number data NA corresponds one to one to the actual rotary position of the stepper motor 110 unless there is any electric noise.
  • the pulse number data NA is given a zero value in step 780.
  • the shift reference switch 240 is so designed as to be turned on when the sleeve 162 assumes a position corresponding to the largest reduction ratio. This results in the rotary position of the stepper motor 110 always corresponding to the largest reduction ratio position whenever the shift reference switch 240 is turned on. Because the actual pulse number data NA is given a zero value whenever the shift reference switch 240 is turned on, the pulse number data NA can correspond accurately to the actual rotary position of the steppper motor 110 should there occur a signal distortion due to electric noise. Consequently, the signal distortion due to the accumulation of noise is eliminated. Subsequently, in step 783 (see Fig. 9(b)), the actual pulse number data NA is compared with the retrieved desired pulse number data ND, NL or NR.
  • step 783 if the actual pulse number data NA is equal to the desired pulse number data ND, NL or NR as a result of step 783, a determination is made whether the desired pulse number ND, NL or NR is zero in step 785. In the case the desired pulse number ND, NL or NR is not zero when the reduction ratio is not the largest, the same stepper motor actuating signals (described hereinafter) as provided for in the preceding routine are sent out in step 811 before the program returns to START.
  • the shift reference switch data is obtained from the shift reference switch 240 in step 713, and a determination is made whether the shift reference switch 240 is in the on state or the off state in step 715. If the shift reference switch 240 is in the on state, the actual pulse number data NA is given a zero value in step 717, a stepper motor timer value T which will be described later is given zero in step 718, and then the same stepper motor actuating signals as those of the preceding routine which correspond to the zero pulse number are sent out in step 811. If, in step 715, the shift reference switch 240 is in the off state, the execution of the steps following the step 801, which will be described later, begins.
  • step 783 If, in the step 783, the actual pulse number NA is smaller than the desired pulse number ND, NL or NR, the stepper motor 110 needs to be actuated toward where the pulse number increases.
  • a determination is made whether the timer value T is negative inclusive zero in step 787. If the timer value T is positive, then the timer value T is decreased by a predetermined value AT in step 789, and then the same stepper motor actuating signals as those of the preceding routine are sent out in step 811 before the program returns to START. This step 789 is repeated until the timer value T becomes zero or negative.
  • the stepper motor actuating signals for the stepper motor 110 are moved in the upshift direction by one stage in step 791 as described later. Then, the timer value T is given a predetermined positive value T1 in step 793; the stepper motor pulse number NA is increased by 1 in step 795, and the stepper motor actuating signals which have been moved by one stage in the upshift direction are sent out in step 811 before the program returns to START. This causes the stepper motor 110 to rotate toward the upshift direction by one unit.
  • step 783 a determination is made whether the timer value T is zero or negative in step 801. If the timer value T is positive, the timer value T is decreased by the predetermined value AT (in step 803), and the same stepper motor actuating signals as those of the preceding routine are sent out in step 811 before the program returns to START. After repeating this sequence of operations, the timer value T becomes zero or negative after elapse of a predetermined period of time because the decrement of the timer T by the predetermined value AT is repeated. When the timer value T becomes zero or negative, the stepper motor actuating signals are moved toward a downshift direction by one stage in step 805.
  • step 807 the timer value T is given the predetermined positive value T1 in step 807; the stepper motor pulse number data NA is decreased by 1 in step 809, and the stepper motor actuating signals have been moved in the downshift direction are sent out (in step 811) before the program returns to START.
  • This causes the stepper motor 110 to rotate in the downshift direction by one unit.
  • the stepper motor 110 is connected with four output lead lines 317a, 317b, 317c, and 317d (see Fig. 4) having thereon respective signals which may vary in four modes A-D, and the stepper motor 110 rotates in the upshift direction (the direction denoted by an arrow X as shown in Figs. 3 and 4) if the actuating signals are moved in the sequence of A ⁇ B ⁇ C ⁇ D ⁇ A, and the stepper motor 110 rotates in the reverse or downshift direction if the actuating signals are moved in the sequence of D ⁇ C ⁇ B ⁇ A ⁇ D.
  • bit position 13 which illustrates the content of the bits corresponding to the mode A of the actuating signals
  • the digit "1" is written in bit position 0, the digit "1” in bit position 1, the digit "0” in bit position 2, and the digit "0” in bit position 3.
  • the bit positions 0, 1, 2, 3 correspond to the signals to be applied to the respective leads 317a, 317c, 317b and 317d. If the digit is "1" in a particular bit position, a signal voltage having a high level is applied to the lead operatively associated with the particular bit position. If the digit in a particular bit position is "0", a signal voltage having a low level is applied to the corresponding lead.
  • stepper motor 110 when the stepper motor 110 is to be rotated in the upshift direction, the bits are rotated to the right, i.e., the digits are moved one place to the left.
  • stepper motor 110 is to be rotated one step in the downshift direction, the bits are rotated to the left, i.e., the digits are moved one place to the right.
  • Fig. 14 The variation of the signals on the output lead lines 317a, 317c, 317b and 317d upon shifting is illustrated in Fig. 14.
  • Fig. 14 the period of time during which each of modes A, B, C and D stays constant, agrees with the timer value T1 which has been obtained in the step 793 and 807.
  • the stepper motor actuating signals are moved to the left or in the upshift direction in step 791 when the actual pulse number, i.e., the actual reduction ratio, is smaller than the desired pulse number, i.e., the desired optimum reduction ratio, thus serving as actuating signals for rotating the stepper motor 110 in the upshift direction.
  • the stepper motor actuating signals are moved to the right or in the downshift direction in step 805, thus serving as actuating signals for rotating the stepper motor 110 in the downshift direction.
  • the actuating signals are not moved to the left nor right, and the same actuating signals as those of the preceding routine are sent out. In this case, the stepper motor 110 will not rotate, thus maintaining the reduction ratio constant.
  • step 713 the execution of the step 713 and its following steps begins.
  • This shift reference switch data is obtained from the shift reference switch 240 in step 713 and if the shift reference switch 240 is in the on state, the actual pulse number NA is given a zero value in step 717 and the stepper motor timer value T is given a zero value in step 718. Then, the same actuating signals are those of the preceding routine are sent out in step 811 before the program returns to START.
  • the shift reference switch 240 is in the off state, the steps following the step 801 are executed which have been described. That is, the stepper motor 110 is rotated in the downshift direction. Accordingly, the largest reduction ratio is maintained when the shift position is in the P or N range.
  • Fig. 15 the engine performance curve is shown.
  • engine revolution speed is expressed on the axis of abscissas and engine torque on the axis of ordinates and there are shown engine torque vs., engine revolution speed characteristic curves, each for a throttle opening degree (each curve being accompanied by a throttle opening degree) and there are also shown isofuel consumption rate curves FC1-FC8 (fuel consumption rate reducing in this numerical order).
  • the minimum fuel consumption rate curve is denoted by the character G and the most efficient operational state is obtained if the engine is operated on this curve G.
  • the pulse number data ND for the stepper motor 110 are determined in the following manner. If the minimum fuel consumption rate curve G is expressed in terms of throttle opening degree and engine revolution speed, the result may be expressed in Fig. 16. As will be understood, a single engine revolution speed is given for any throttle opening degree. For example, the engine revolution speed 3000 rpm is given for the throttle opening degree 40°. As shown in Fig. 16, the minimum engine revolution speed 1000 rpm is given for low throttle opening degrees (smaller than about 20 degrees) since the drive system of the continuously variable transmission would exhibit resonance with the engine vibration if the lock-up clutch is engaged with the engine revolution speeds below this minimum engine revolution speed.
  • the reduction ratio S is given by the equation: where, k denotes a constant determined by the final reduction ratio and the radius of the tire. It will now be understood from the above equation and Fig. 16 that the desired optimum reduction ratio is determined by the vehicle speed V and the target engine revolution speed N which satisfies a predetermined relationship with the throttle opening degrees, i.e., engine load, as shown in Fig. 16. If the relationship shown in Fig. 16 is expressed in terms of vehicle speed rather than the engine revolution speed, the result may be expressed as shown in Fig. 17. Even with the same engine revolution speed, the vehicle speed differs from reduction ratio to reduction ratio and this fact is expressed in terms of a range of vehicle speed as shown in Fig. 17.
  • Line la denotes the variation upon selecting the largest reduction ratio (reduction ratio a), and line Ic denotes the variation upon selecting the smallest reduction ratio reduction ratio c), where line Ib denotes the variation upon selecting an intermediate reduction ratio b.
  • the vehicle can run at vehicle speeds from 25 km/h to 77 km/h with the throttle opening degree 40 while the reduction ratio decreases.
  • the reduction ratio remains at a below 25 km/h and at c above 77 km/h with the throttle opening degree 40.
  • a predetermined relationship exists between the position of the sleeve 162 of the shift operating mechanism 112 and a reduction ratio.
  • Control of the continuously variable transmission with the shift pattern illustrated in Fig. 19 is as follows. Upon moving off from a standstill, the continuously variable transmission is maintained at the largest reduction ratio and the torque converter 12 is held in the non lock-up state. Therefore, a traction force strong enough for moving the vehicle off from the standstill is given.
  • the lock-up clutch 10 of the torque converter 12 (see Fig. 1) engages, thus putting the torque converter 12 in the lock-up state.
  • the reduction ratio continuously varies between the reduction ratio and the reduction ratio c in such a manner as to satisfy the relationship denoted by the minimum fuel consumption rate curve G shown in Fig. 15.
  • the desired engine revolution speed changes and the desired pulse number changes with the change in the desired revolution speed as determined by the relationship illustrated in Fig. 16.
  • the stepper motor 110 rotates to a new rotary position in response to the new desired stepper motor pulse number, establishing a new reduction ratio, thus allowing the actual engine revolution speed to agree with the new target engine revolution speed.
  • the engine is controlled to operate along with the minimum fuel consumption rate curve G of the engine since, as described before, the stepper motor pulse number is determined to satisfy the minimum fuel consumption rate curve G of the engine. In this manner, the reduction ratio is controlled by controlling the stepper motor pulse number since each reduction ratio corresponds uniquely to a single stepper motor pulse number.
  • the desired optimum reduction ratio is determined by the vehicle speed and the desired engine revolution speed which satisfies the predetermined relationship with the engine load.
  • control is based on the engine throttle opening degree, but it is also possible to carry out a similar control based on the intake manifold vacuum or the fuel flow rate.
  • Figs. 20 and 21 illustrate the minimum fuel consumption rate curves G for the latter two cases, respectively.
  • the engine coolant temperature sensor 306 is switched “on” when the engine coolant temperature is below a predetermined value (for example, 60°C).
  • a predetermined value for example, 60°C.
  • the shift pattern for the D range is switched in response to this signal to a shift pattern having larger reduction ratios. This eliminates irregular running of the engine and engine power shortage which otherwise would take place upon start-up of a cold engine.
  • the brake sensor 307 is switched “on” when the foot brake is actuated. If the brake sensor 307 is in the "on” state and at the same time the throttle opening degree is zero, the shift pattern for the D range is switched to a shift pattern given larger reduction ratios. This ensures strong engine braking upon depressing the brake when operating in the D range.
  • a second embodiment is described in connection with Figs. 22(a) and 22(b).
  • This embodiment uses a drive pulley revolution speed as a base for controlling a temporal release of the engagement of a lock-up clutch.
  • Steps from 501 to 1707 of a lock-up solenoid control routine 500° are identical to the counterparts of the first embodiment shown in Figs. 5(a) and 5(b). It is also the same to retrieve a D range shift pattern and a L range shift pattern (steps 2720 and 2740), but it is different in that a ROM 314 (see Fig. 4) has stored therein desired revolution speed of a drive pulley 24 as data and a desired drive pulley revolution speed NPD is retrieved. Then, in a step 2781, an actual drive pulley revolution speed NPA is obtained from a drive pulley revolution speed sensor 1301 shown diagrammatically in Fig. 1.
  • a difference ANP between the desired pulley revolution speed NPD and the actual drive pulley revolution speed NPA is computed in step 2783 by subtracting NPA from NPD.
  • a determination is made whether NP is greater than or equal to a positive value ANP1 or not in step 3785. If ANP is less than ANP1 (i.e., in the case wherein a rapid down shift is not needed), a determination is made whether a timer T3 is zero or not in step 2787. The fact that the timer T3 is zero represents a state that the engagement of the lock-up clutch is not released, while the fact that the timer T3 is not zero represents a state that the engagement of the lock-up clutch is released temporarily.
  • step 2787 If the timer T3 is zero in step 2787, the program goes to step 509 and its following steps. The step 509 and its following steps are the same as the counterparts in Figs. 5(a) and 5(b). If, in step 2785, ANP is greater than or equal to ANP1 (i.e., in the case a rapid down shift is needed) and, at the same time, T3 is not equal to zero (i.e., in the case the engagement of the lock-up clutch is released), the timer T3 is increased by a predetermined small value ⁇ T3 in step 2789.
  • a third embodiment is described in connection with Figs. 23(a) and 23(b). This embodiment uses a reduction ratio as a base for controlling the temporal release of the engagement of the lock-up clutch.
  • Steps 501 to 1707 of a lock-up solenoid control routine 500" are identical to the counterparts of the first embodiment shown in Figs. 5(a) and 5(b). It is also the same to retrieve a D range shift pattern and a L range shift pattern (steps 3720 and 3740), but it is different in that a ROM 314 has stored therein desired reduction ratio as data and a desired reduction ratio iD is retrieved. Then, in a step 3781, an actual drive pulley revolution speed NPA is obtained from a drive pulley revolution speed sensor 1301 (see Fig. 1).
  • a difference AiP between iD and iA is computed in step 3783 by subtracting iA from iD.
  • a determination is made whether AiP is greater than or equal to a predetermined positive value DiP1 or not in step 3785. If AiP is less than ⁇ iP1 (i.e., in the case a rapid down shifting is not needed), a determination is made whether a timer T4 is zero or not in step 3787.
  • step 3788 the timer T4 is given a predetermined value t4 in step 3788 and then the program goes to step 509.
  • the step 509 and its following steps are the same as the counterparts in Figs. 5(a) and (b). If, in step 3785, AiP is greater or equal to ⁇ iP1 (i.e., in the case a rapid down shift is needed), the timer T4 is given zero in step 3786 and the program goes to step 567 to deactuate the lock-up solenoid 200.
  • step 3787 If, at step 3787, T4 is equal to zero (i.e, the engagement of the lock-up clutch is temporarily released), the timer T4 is increased by a predetermined small value ⁇ T4 in step 3789, a determination is made whether the timer T4 is greater than or equal to a predetermined lock-up temporal release time t4 or not in step 3791, and if T4 is less than t4 (i.e., in the case the lock-up temporal release time has not yet expired), the program goes to step 567 to deactuate the lock-up solenoid 200. If, in step 3791, T4 is greater than or equal to t4 (i.e., the lock-up temporal release time has been expired), the program goes to step 509.
  • the engagement of a lock-up clutch is released when a rapid acceleration is needed (i.e., when a rapid down shift is needed), allowing a hydrodynamic device to slip, thus allowing the engine to increase its speed for producing increased power output.
  • a rapid acceleration i.e., when a rapid down shift is needed
  • a hydrodynamic device to slip
  • a multiplied torque is obtained.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Fluid Gearings (AREA)

Claims (9)

1. Verfahren zum Steuern eines Motorfahrzeuges mit einem Motor und einem stufenlos variablen Getriebe, welches eine hydrodynamische Vorrichtung (12) mit einem mit dem Motor antriebsverbundenen Eingangsteil (4) und einem Ausgangselement (6) aufweist, mit einer Antriebsriemenscheibe (24), die mit dem Ausgangselement (22) antriebsverbunden ist, mit einer angetriebenen Riemenscheibe (34), mit einem V-Riemen (32), der über die antreibende und die angetriebene Riemenscheibe (24, 34) läuft, und mit einer Überbrückungskupplung (10), die zur mechanischen Verbindung des Eingangselementes mit dem Ausgangselement einrückbar ist, wobei das Getriebe zwischen verschiedenen Übersetzungsverhältnissen schaltbar ist und einen Schaltmotor (110) aufweist, der in verschiedene Stellungen zur Ausführung des Schaltens der verschiedenen Übersetzungsverhältnisse bewegbar ist, gekennzeichnet durch die folgenden Verfahrensschritte:
Erfaseen eines Befehles für eine schnelle Beschleunigung, wobei ein schnelles Herunterschalten erforderlich ist (Schritte 1707, 1720, 1740, 1503, 1505 und 1507; Schritte 1707, 2720, 2740, 2781, 2783, 2785 und 2787; Schritte 1707, 3720, 3740, 3781, 3782, 3783, 3785 und 3787) und Erzeugen eines Anzeigesignales für das Erfordernis eines schnellen Herunterschaltens, und
zweitweiliges Ausrücken der Überbrückungskupplung (10) in Abhängigkeit von dem Vorhandensein des Anzeigesignales für ein schnelles Herunterschalten, um dem Motor eine Erhöhung der Umdrehungszahl für eine erhöhte Leistungsabgabe während des Herunterschaltens zu ermöglichen.
2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß der Schritt zur Erzeugung des Anzeigesignales für ein schnelles Herunterschalten folgende Schritte umfaßt:
Erzeugen eines aktuellen Stellungsanzeigesignales, das eine aktuelle Stellung des Schaltmotors (100) anzeigt;
Erzeugen eines Anzeigesignales für eine gewünschte Stellung, das eine gewünschte Stellung des Schaltmotors (100) anzeigt;
Berechnen eines Differenz zwischen dem Anzeigesignal für die aktuelle Stellung und dem Anzeigesignal für die gewünschte Stellung und Erzeugen eines Differenzanzeigesignales, das diese Differenz darstellt; und
Erzeugen des Anzeigesignales für das Bedürfnis eines schnellen Herunterschaltens, wenn das Differenzanzeigesignal größer ist als ein vorbestimmter Wert.
3. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß der Schritt zum Erzeugen des Anzeigesignales für das Bedürfnis eines schnellen Herunterschaltens folgende Schritte umfaßt:
Erzeugen eines aktuellen Antriebsriemenscheibenumdrehungsanzeigesignales, das eine aktuelle Drehzahl der Antriebsriemenscheibe (24) repräsentiert;
Erzeugen eines gewünschten Antriebsriemenscheibenumdrehungsanzeigesignales, das eine gewünschte Drehzahl der Antriebsriemenscheibe (24) repräsentiert;
Berechnen einer Differenz zwischen dem gewünschten Antriebsriemenscheibenumdrehungsanzeigesignal und dem aktuellen Antriebsriemenscheibenumdrehungsanzeigesignal und Erzeugen eines Differenzanzeigesignales, das diese Differenz darstellt; und
Erzeugen eines Anzeigesignales für das Bedürfnis eines schnellen Herunterschaltens, wenn das Differenzanzeigesignal größer ist als ein vorbestimmter Wert.
4. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß der Schritt zur Erzeugung des Anzeigesignales für das Bedürfnis eines schnellen Herunterschaltens folgende Schritte umfaßt:
Erzeugen eines aktuellen Übersetzungsverhältnisanzeigesignales, das ein aktuelles Übersetzungsverhältnis des Getriebes repräsentiert;
Erzeugen eines gewünschten Übersetzungsverhältnisanzeigesignales, das ein gewünschtes Übersetzungsverhältnis darstellt;
Berechnen einer Differenz zwischen dem gewünschten Übersetzungsverhältnisanzeigesignal und dem tatsächlichen Übersetzungsverhältnisanzeigesignal und Erzeugen eines Differenzanzeigesignales, das diese Differenz darstellt; und
Erzeugen eines Anzeigesignales für das Bedürfnis eines schnellen Herunterschaltens, wenn das Differenzanzeigesignal größer ist als ein vorbestimmter Wert.
5. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß der Schritt zum Ausrücken der Überbrückungskupplung für eine vorbestimmte Zeitspanne aufrechterhalten wird, die mit dem Erfassen dieses Zustandes beginnt.
6. Vorrichtung zum Steuern eines stufenlos schaltbaren Getriebes eines Kraftfahrzeuges mit einem Verbrennungsmotor, wobei das Getriebe eine Antriebsriemenscheibe (24), eine angetriebene Riemenscheibe (34), einen V-Riemen (32), der über die antreibende und die angetriebene Riemenscheibe (24, 34) läuft, aufweist, wobei die Vorrichtung folgende Teile aufweist:
einen Fahrzeuggeschwindigkeitssensor (302) zum Erfassen einer Fahrzeuggeschwindigkeit des Kraftfahrzeuges und zum Erzeugen eines Fahrzeuggeschwindigkeitsanzeigesignales;
einen Sensor (303) zum Erfassen einer Motorlast auf den Verbrennungsmotor; und
eine elektronische Steuereinheit, wobei ein tatsächliches Übersetzungsverhältnis des stufenlos variablen Getriebes in Übereinstimmung mit einem gewünschten Übersetzungsverhältnis in Abhängigkeit eines Ergebnisses des Vergleiches zwischen einem aktuellen Wert, der das aktuelle Übersetzungsverhältnis anzeigt, mit einem gewünschten Wert, der ein gewünschtes Übersetzungsverhältnis anzeigt, gebracht wird, dadurch gekennzeichnet,
daß eine hydrodynamische Schalteinrichtung (112, 106) vorgesehen ist, die einen Schaltmotor (110) aufweist, der das stufenlos schaltbare Getriebe dazu veranlaßt, ein Übersetzungsverhältnis für eine Stellung einer Mehrzahl von Betriebsstellungen einzustellen, die vom Schaltmotor (110) eingenommen wird; und
daß die hydrodynamische Schalteinrichtung ferner eine hydrodynamische Vorrichtung (12) mit einer Überbrückungskupplung (10) aufweist, welche zur mechanischen Verbindung ihres Eingangselementes (4) mit einem Ausgangselement (6) einrückbar ist; und
daß die elektrische Steuereinheit (300A) eine zentrale Recheneinheit (313) aufweist, welche eine Abweichung (AS, ANP, AIP) des gewünschten Wertes (ND, NPD, IDA) vom aktuellen Wert (NA, NPA, IA) berechnet und ein Abweichungsanzeigesignal erzeugt, das die Abweichung darstellt, die die Abweichung mit einem vorbestimmten Wert (S1, ANP1, ΔlP1) vergleicht, und die ein Anzeigesignal für das Bedürfnis eines schnellen Herunterschaltens erzeugt, wenn die Abweichung eine vorbestimmte Beziehung mit dem vorbestimmten Wert erfüllt, die ferner ein Steuersignal in Abhängigkeit vom Fahrzeuggeschwindigkeitsanzeigesignal erzeugt, welches ein Einrücken der überbrückungskupplung (10) zur Folge hat, und die ein Steuersignal erzeugt, welches ein Ausrükken der Überbrückungskupplung (10) temporär in Abhängigkeit vom Anzeigesignal für das Bedürfnis eines schnellen Herunterschaltens verursacht, wodurch der Motor in die Lage versetzt wird, seine Drehzahl für eine erhöhte Leistungsabgabe während des schnellen Herunterschaltens zur erhöhen.
7. Vorrichtung nach Anspruch 6, dadurch gekennzeichnet, daß das gewünschte optimale Übersetzungsverhältnisanzeigesignal und das aktuelle Übersetzungsverhältnisanzeigesignal in Form einer Anzahl von Impulsen ausgedrückt werden, die zum Schaltmotor (110) geleitet werden.
8. Vorrichtung nach Anspruch 6, dadurch gekennzeichnet, daß das gewünschte optimale Übersetzungsverhältnisanzeigesignal und das aktuelle Übersetzungsverhältnisanzeigesignal in Form der Drehzahl der Antriebsriemenscheibe (24) ausgedrückt werden.
9. Vorrichtung nach Anspruch 6, dadurch gekennzeichnet, daß das gewünschte optimale Übersetzungsverhältnisanzeigesignal und das aktuelle Übersetzungsverhältnisanzeigesignal in Form des Übersetzungsverhältnisses des Getriebes ausgedrückt werden.
EP83104861A 1982-05-20 1983-05-17 Verfahren und Einrichtung zur Steuerung von stufenlos regelbaren Getrieben Expired EP0095132B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP83926/82 1982-05-20
JP57083926A JPS58200855A (ja) 1982-05-20 1982-05-20 Ｖベルト式無段変速機の変速制御方法

Publications (2)

Publication Number Publication Date
EP0095132A1 EP0095132A1 (de) 1983-11-30
EP0095132B1 true EP0095132B1 (de) 1987-12-02

Family

ID=13816196

Family Applications (1)

Application Number Title Priority Date Filing Date
EP83104861A Expired EP0095132B1 (de) 1982-05-20 1983-05-17 Verfahren und Einrichtung zur Steuerung von stufenlos regelbaren Getrieben

Country Status (4)

Country Link
US (1) US4526557A (de)
EP (1) EP0095132B1 (de)
JP (1) JPS58200855A (de)
DE (1) DE3374802D1 (de)

Families Citing this family (23)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0730838B2 (ja) * 1983-06-16 1995-04-10 日産自動車株式会社 無段変速機の制御装置
JPS60161223A (ja) * 1984-01-31 1985-08-22 Fuji Heavy Ind Ltd 車両用電磁式クラツチの制御装置
JPS60161222A (ja) * 1984-01-31 1985-08-22 Fuji Heavy Ind Ltd 車両用電磁式クラツチの制御装置
NL8400296A (nl) * 1984-02-01 1985-09-02 Doornes Transmissie Bv Traploos variabele overbrenging.
JPS61112859A (ja) * 1984-11-07 1986-05-30 Toyota Motor Corp 無段変速機付き動力伝達装置のロツクアツプ制御装置
JP2593432B2 (ja) * 1984-12-06 1997-03-26 日産自動車株式会社 無段変速機の制御装置
JPS61287835A (ja) * 1985-06-17 1986-12-18 Nissan Motor Co Ltd 無段変速機の制御装置
JPH0765661B2 (ja) * 1986-09-08 1995-07-19 日産自動車株式会社 無段変速機の変速制御装置
JP2529672B2 (ja) * 1986-09-10 1996-08-28 日産自動車株式会社 無段変速機の変速制御装置
US5085104A (en) * 1989-04-12 1992-02-04 Toyota Jidosha Kabushiki Kaisha Hydraulic control apparatus for vehicle power transmitting system
US5007512A (en) * 1989-08-31 1991-04-16 Borg-Warner Automotive, Inc. Technique for clutch control in continuously variable transmission systems
JP2843609B2 (ja) * 1989-09-09 1999-01-06 ジャトコ株式会社 ロックアップクラッチの作動制御装置
JP2663674B2 (ja) * 1990-04-06 1997-10-15 日産自動車株式会社 ロックアップクラッチの制御装置
GB9320241D0 (en) * 1993-10-01 1993-11-17 Greenwood Christopher J Improvements in or relating to vehicular drivelines including continuously variable-ratio transmissions
JPH08261321A (ja) * 1995-03-27 1996-10-11 Mazda Motor Corp 自動変速機の制御装置
JPH09280337A (ja) * 1996-04-10 1997-10-28 Exedy Corp 無段変速機
JP3580993B2 (ja) * 1997-10-01 2004-10-27 本田技研工業株式会社 ロックアップ制御装置
US6800049B2 (en) * 2003-03-03 2004-10-05 Daimlerchrysler Corporation Continuously variable transmission with improved response time
DE10330952B4 (de) * 2003-07-08 2010-11-11 Daimler Ag Verfahren zum Betrieb eines Antriebsstrangs eines Kraftfahrzeugs
JP4842741B2 (ja) * 2006-09-01 2011-12-21 ヤマハ発動機株式会社 鞍乗型車両
WO2008148035A2 (en) * 2007-05-23 2008-12-04 Brown Albert W Mechanical function control of continuously variable transmission hydraulic system
RU2478802C2 (ru) * 2008-10-30 2013-04-10 Вольво Ластвагнар Аб Способ автоматической регулировки способности турбокомпаундной трансмиссии передавать крутящий момент
DE102016002220A1 (de) 2016-02-25 2017-08-31 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Kraftfahrzeug-Antriebsstrang

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2464853A1 (fr) * 1979-09-12 1981-03-20 Bosch Gmbh Robert Installation de commande pour variateur de vitesse continu de vehicule automobile
DE2947658A1 (de) * 1979-11-27 1981-07-30 P.I.V. Antrieb Werner Reimers Kg, 6380 Bad Homburg Kraftfahrzeuggetriebe

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS53120048A (en) * 1977-03-28 1978-10-20 Hitachi Ltd Transmission
FR2385902A1 (fr) * 1977-03-31 1978-10-27 Renault Procede de regulation d'un groupe moto-propulseur et dispositif permettant sa mise en oeuvre
US4387608A (en) * 1979-09-12 1983-06-14 Robert Bosch Gmbh Electronic control for a stepless vehicle transmission using a control member response to dynamic pressure
JPS602549B2 (ja) * 1980-03-12 1985-01-22 日産自動車株式会社 ロツクアツプ式自動変速機
JPS56138555A (en) * 1980-03-29 1981-10-29 Aisin Warner Ltd Controlling device for stepless transmission used in vehicle
JPS56147949A (en) * 1980-04-15 1981-11-17 Nippon Soken Inc Automatic speed change controller
JPS5718852A (en) * 1980-07-07 1982-01-30 Nissan Motor Co Ltd Lock-up type automatic speed change gear
JPS57161346A (en) * 1981-03-28 1982-10-04 Nissan Motor Co Ltd Speed change control method for v-belt stepless speed change gear

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2464853A1 (fr) * 1979-09-12 1981-03-20 Bosch Gmbh Robert Installation de commande pour variateur de vitesse continu de vehicule automobile
DE2947658A1 (de) * 1979-11-27 1981-07-30 P.I.V. Antrieb Werner Reimers Kg, 6380 Bad Homburg Kraftfahrzeuggetriebe

Also Published As

Publication number Publication date
EP0095132A1 (de) 1983-11-30
JPH0434027B2 (de) 1992-06-04
US4526557A (en) 1985-07-02
JPS58200855A (ja) 1983-11-22
DE3374802D1 (en) 1988-01-14

Similar Documents

Publication Publication Date Title
EP0094627B1 (de) Verfahren und Vorrichtung zur Steuerung eines kontinuierlich verstellbaren Übersetzungsgetriebes
EP0093312B1 (de) Verfahren und Vorrichtung zur Steuerung des Untersetzungsverhältnisses eines stufenlos variablen Getriebes mit Ausgleich der Geschwindigkeit der Gaspedalbetätigung
EP0095132B1 (de) Verfahren und Einrichtung zur Steuerung von stufenlos regelbaren Getrieben
EP0092227B1 (de) Verfahren zum Verstellen des Übersetzungsverhältnisses eines stufenlosen Getriebes unter Anpassung der Beschleunigung
EP0093313B1 (de) Verfahren zum Verstellen des Übersetzungsverhältnisses eines stufenlosen Getriebes unter Berücksichtigung der Kühlwassertemperatur
US4597308A (en) Method and apparatus for controlling reduction ratio of continuously variable transmission
EP0061735B1 (de) Steuerungssystem für stufenlos regelbare Riemengetriebe
EP0093413B1 (de) Vorrichtung zum Regeln des Leitungsdruckes in stufenlosen Getrieben
US4803900A (en) Transmission ratio control system for a continuously variable transmission
EP0225747B1 (de) Steuereinrichtung für den Leitungsdruck eines stufenlos verstellbaren Getriebes
US4846019A (en) Ratio control for continuously variable transmission
US4747325A (en) Transmission ratio control system for a continuously variable transmission
US4730522A (en) System for controlling the pressure of oil in a system for a continuously variable transmission
US4708031A (en) Transmission ratio control system for a continuously variable transmission
US4781655A (en) System for controlling the pressure of oil in a system for a continuously variable transmission
US4767382A (en) Transmission ratio control system for a continuously variable transmission
US4730518A (en) System for the transmission ratio of a continuously variable transmission
US4721019A (en) Control system for an infinitely variable transmission
US4751857A (en) System for controlling the pressure of oil in a system for an infinitely variable transmission
US4752277A (en) Control system for an infinitely variable transmission
JPS6258428B2 (de)
US4760760A (en) Control system for a continuously variable transmission
JPH0371580B2 (de)
EP0228800A1 (de) Hydraulische Steuereinrichtung für den Leitungsdruck eines stufenlos verstellbaren Getriebes
JPS58180865A (ja) Ｖベルト式無段変速機の変速制御装置

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 19830517

AK Designated contracting states

Designated state(s): DE FR GB IT

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: NISSAN MOTOR CO., LTD.

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB IT

REF Corresponds to:

Ref document number: 3374802

Country of ref document: DE

Date of ref document: 19880114

ITF It: translation for a ep patent filed
ET Fr: translation filed
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 19910508

Year of fee payment: 9

ITTA It: last paid annual fee
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Effective date: 19930129

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

REG Reference to a national code

Ref country code: GB

Ref legal event code: IF02

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20020515

Year of fee payment: 20

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20020522

Year of fee payment: 20

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF EXPIRATION OF PROTECTION

Effective date: 20030516

REG Reference to a national code

Ref country code: GB

Ref legal event code: PE20